Shutdown of FAA possible in House, Senate clash

Well the problem is even if you have the aircraft in sight, and/or it has you, complying with a TCAS RA supercedes ATC instruction and your own vision.
 
jtrain609 said:
Mine are usually wheb the vfr traffic "has us in sight." In sight for what? A game of tag?
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That's the problem. You really don't understand VFR to IFR separation. Even ATC separates VFR aircraft from IFR aircraft by 500' vertical, and that's not always required. Of course you're getting RA's.
 
fholbert said:
That's the problem. You really don't understand VFR to IFR separation. Even ATC separates VFR aircraft from IFR aircraft by 500' vertical, and that's not always required. Of course you're getting RA's.
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I know, I don't really understand much of anything, that's why I rant on the internet.

Also, thanks for pointing out my disdain for bad controllers. Have I told you how much podunk controllers suck?
 
fholbert said:
1.) I didn't know I had a position.

2.) You need to check your history. TCA's started popping up everywhere after this accident. Many Stage III TRSA's turned into TCA's too.

3.) TCAS didn't come along for another 25 years.
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Going to the way back machine for me: Haven't heard the term Stage III radar service since PHX was an ARSA way back when I was flying, and a TRSA before that. And TUS was a part-time TRACON and Tower.
 
jtrain609 said:
How did you get an ra that low?
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Who said anything about what altitude I was at? You know the airspace around the area, and how busy it can get, but I'm not to sure you know a bunch about the departures of of the neighboring airport I fly out of. I have had tower hold on to me outside of their airspace on more than one occasion.
 
MikeD said:
Going to the way back machine for me: Haven't heard the term Stage III radar service since PHX was an ARSA way back when I was flying, and a TRSA before that. And TUS was a part-time TRACON and Tower.
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Finally a bite on that:


  1. What was the difference between a Stage I, II and III TRSA?
  2. Why would a Pilot squawk 1400?
  3. What four models required other non-heavy aircraft to be 10 miles in trail on final?
  4. What did a squawk of 3100 mean?
  5. An ATA, 5 statue or 5 nautical miles?
  6. If you heard another pilots call sign start with DutchAspen should you be worried?
  7. What airline painted their aircraft different bright colors.
  8. What was the original 3-holer?
  9. In 1980 what was the max altitude a civil aircraft could fly in the USA?
  10. What was a Thud?
 
fholbert said:
Finally a bite on that:


  1. What was the difference between a Stage I, II and III TRSA?
  2. Why would a Pilot squawk 1400?
  3. What four models required other non-heavy aircraft to be 10 miles in trail on final?
  4. What did a squawk of 3100 mean?
  5. An ATA, 5 statue or 5 nautical miles?
  6. If you heard another pilots call sign start with DutchAspen should you be worried?
  7. What airline painted their aircraft different bright colors.
  8. What was the original 3-holer?
  9. In 1980 what was the max altitude a civil aircraft could fly in the USA?
  10. What was a Thud?
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1. Stage I was traffic advisories and some limited radar service. I believe Stage II incorporated sequencing services and safety alerts for VFR acft, and Stage III service is much of what we have now in the TCA environment.

2. 1400 was back in the day for non-Mode C aircraft to squawk if they were above 10K or 12.5K (can't remember which one)

4. 3100 I believe was the hijack code prior to 7500.

5. ATAs were always 5 sm radius.

6. Wasn't Dutch an SR-71 c/s?

Lastly, the Thud.........a classic.
 
Bandit_Driver said:
LOL....However John, you must be flying in some wierd airspace. I average about 1 problem with GA aircraft per year. I count on 1 hand the number of times it was serious issue.

Banning GA is like cutting off your nose to spite your face.
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That's good considering the airport you guys are based out of! I'm sure TCAS doesn't like it when Tower has us running simultaneous and we're on left base for 5L in a 172 and you're on a 2 mile final for the right side...
 
rd757 said:
That's good considering the airport you guys are based out of! I'm sure TCAS doesn't like it when Tower has us running simultaneous and we're on left base for 5L in a 172 and you're on a 2 mile final for the right side...
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TCAS warnings are inhibited below a set of altitudes (which I thought I knew until I had an RA at a much lower altitude than I thought possible), so if you're at 600 feet agl on a two mile final you'll never hear a peep from the TCAS.

TIS, on the other hand, which is not the same system, in some cases does not have those inhibitions.
 
jtrain609 said:
TCAS warnings are inhibited below a set of altitudes (which I thought I knew until I had an RA at a much lower altitude than I thought possible), so if you're at 600 feet agl on a two mile final you'll never hear a peep from the TCAS.

TIS, on the other hand, which is not the same system, in some cases does not have those inhibitions.
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Only if your aircraft has a radio altimeter. Otherwise TCAS warnings are not inhibited below those altitudes.
 
jtrain609 said:
TCAS warnings are inhibited below a set of altitudes (which I thought I knew until I had an RA at a much lower altitude than I thought possible), so if you're at 600 feet agl on a two mile final you'll never hear a peep from the TCAS.

TIS, on the other hand, which is not the same system, in some cases does not have those inhibitions.
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In the -31 we have TCASII revision 7.1 IIRC.
 
From Randy Babbitt at FAA. Should hit the Internet today (26 July), newspapers tomorrow...

Dear Colleagues,

I would like to update you on the status of our ongoing efforts to end the furlough and get every FAA employee back to work. This afternoon, Congress returns for a week of legislative activity. It’s our hope they will sense the seriousness of our situation and pass a new FAA authorization. Anything short of this is unacceptable.

We want you to know that we are actively engaging the public and local and national media on this issue. Secretary LaHood and I are making calls to mayors across the country to discuss the impact of the furlough in their communities. I was at the White House today, and they are fully engaged in trying to resolve this situation. We will continue to raise awareness of the seriousness of this issue among the American public.

Every day that Congress doesn't pass an FAA bill, our colleagues and workers across the country go without a paycheck. This is absolutely unacceptable. We are stopping work on critical construction projects around the country – they are simply coming to a halt. We are stopping critical research and testing for NextGen and other programs. We need our colleagues back at work.

The taxpayers have entrusted us with operating the safest aviation system in the world. We will keep doing that – we will not compromise safety.
But we need an FAA bill in order to give the taxpayers the aviation system this country deserves and takes pride in.

I will continue to do everything I can to get our colleagues back on the job performing the valuable work that we all do together.

Best,
Randy
 
tomokc said:
From Randy Babbitt at FAA. Should hit the Internet today (26 July), newspapers tomorrow...

Dear Colleagues,

I would like to update you on the status of our ongoing efforts to end the furlough and get every FAA employee back to work. This afternoon, Congress returns for a week of legislative activity. It’s our hope they will sense the seriousness of our situation and pass a new FAA authorization. Anything short of this is unacceptable.

We want you to know that we are actively engaging the public and local and national media on this issue. Secretary LaHood and I are making calls to mayors across the country to discuss the impact of the furlough in their communities. I was at the White House today, and they are fully engaged in trying to resolve this situation. We will continue to raise awareness of the seriousness of this issue among the American public.

Every day that Congress doesn't pass an FAA bill, our colleagues and workers across the country go without a paycheck. This is absolutely unacceptable. We are stopping work on critical construction projects around the country – they are simply coming to a halt. We are stopping critical research and testing for NextGen and other programs. We need our colleagues back at work.

The taxpayers have entrusted us with operating the safest aviation system in the world. We will keep doing that – we will not compromise safety.
But we need an FAA bill in order to give the taxpayers the aviation system this country deserves and takes pride in.

I will continue to do everything I can to get our colleagues back on the job performing the valuable work that we all do together.

Best,
Randy
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I'm now the last person in my division still working. All feds are furloughed. All other contractors have received their stop work notices. I guess I'm king of the hill, but it's eerily quiet. <creek> what was that! aaaaaaaaaaaah. but seriously folks, this has got to end.
 
fholbert said:
Finally a bite on that:


  1. What was the difference between a Stage I, II and III TRSA?
  2. Why would a Pilot squawk 1400?
  3. What four models required other non-heavy aircraft to be 10 miles in trail on final?
  4. What did a squawk of 3100 mean?
  5. An ATA, 5 statue or 5 nautical miles?
  6. If you heard another pilots call sign start with DutchAspen should you be worried?
  7. What airline painted their aircraft different bright colors.
  8. What was the original 3-holer?
  9. In 1980 what was the max altitude a civil aircraft could fly in the USA?
  10. What was a Thud?
Click to expand...

You're the coolest guy on Jetcareers.. by far..
 
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